EP2765338B1 - Procédé destiné au fonctionnement d'une chaîne cinématique hybridée de boîte de vitesses à double embrayage - Google Patents

Procédé destiné au fonctionnement d'une chaîne cinématique hybridée de boîte de vitesses à double embrayage Download PDF

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Publication number
EP2765338B1
EP2765338B1 EP14151271.5A EP14151271A EP2765338B1 EP 2765338 B1 EP2765338 B1 EP 2765338B1 EP 14151271 A EP14151271 A EP 14151271A EP 2765338 B1 EP2765338 B1 EP 2765338B1
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EP
European Patent Office
Prior art keywords
transmission unit
gear
electric machine
torque
speed
Prior art date
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Application number
EP14151271.5A
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German (de)
English (en)
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EP2765338A2 (fr
EP2765338A3 (fr
Inventor
Thomas Hoffmeister
Ingo Matusche
Thorsten Stepper
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Magna PT BV and Co KG
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Magna PT BV and Co KG
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Publication of EP2765338A3 publication Critical patent/EP2765338A3/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/086—Power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/18—Preparing coupling or engaging of future gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/46—Uncoupling of current gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/50—Coupling of new gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/52—Applying torque to new gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/54—Synchronising engine speed to transmission input speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a method of operating a hybridized dual-clutch transmission driveline having an internal combustion engine, a dual clutch assembly having first and second friction clutches, a first sub-transmission, a second sub-transmission, and an electric machine connected to the input of one of the sub-transmissions or connectable to it.
  • Such a dual clutch transmission drive train is for example from the document DE 10 2010 044 618 A1 known.
  • the power train includes a dual-clutch transmission having two power transmission paths, so that gear changes without Switzerlandkrafteinbruch are feasible.
  • the drive torque provided by the internal combustion engine is transferred by intersecting actuation from one power transmission path to the other without traction interruption.
  • the document EP 1 714 817 A1 discloses a hybrid dual clutch transmission having a first drive unit and a second drive unit.
  • the first drive unit is connected to the input side of the dual clutch arrangement.
  • the second drive unit is connected to one of the input shafts or to an output shaft.
  • WO 2008/031389 A1 a method for operating a hybrid powertrain for a motor vehicle, wherein the hybrid powertrain comprises a dual clutch assembly, which is the input side connected to an internal combustion engine and the output side is connected to two input shafts of a gear assembly. An electric machine is connected to an input shaft.
  • a first gear is first engaged and torque is applied to a first transmission input shaft via a first clutch by means of an internal combustion engine.
  • a first second gear is engaged and applied by means of the electric machine via the first transmission input shaft and the first second gear, a torque to the transmission output shaft.
  • a clutch slip is built on the first clutch, wherein the torque transmitted from the first clutch is reduced, while the torque applied by the electric machine is increased. Thereafter, the torque applied by the electric machine is reduced to approximately zero and a second second gear is engaged, while the slip on the first clutch is reduced. Finally, a torque is transmitted to the transmission output shaft by means of the electric machine via the first transmission input shaft and the second second gear.
  • a method having the features of claim 1 for operating a hybridized dual-clutch transmission powertrain including an internal combustion engine, a dual clutch assembly having first and second friction clutches, a first sub-transmission including a plurality of ratios, a second sub-transmission which includes a plurality of gear stages, and an electric machine which is connected to the input of one of the partial transmissions or connectable thereto, wherein in a hybrid mode in which (i) drive power is transmitted from the electric machine via one partial transmission, (ii) drive power is transmitted from the internal combustion engine via the other partial transmission, the friction clutch associated with the other partial transmission being closed, and (iii) the one sub-transmission associated friction clutch is opened, a source gear stage in which a partial transmission is designed, comprising the steps of: closing the one sub-transmission associated friction clutch, so that this friction clutch can transmit a torque corresponding to the provided by the electric
  • the electric machine is connected to the input of one of the partial transmissions or on the secondary side of the associated friction clutch, for example via a wheel set.
  • the wheelset may be, for example, a gear set of this sub-transmission.
  • the inventive method is based on a hybrid operation in which, for example, in train operation, a "boost" mode is set up, in which not only the engine transmits drive power to a drive axle, but additionally provides the electric machine drive torque to a requested by the driver request torque to reach.
  • the electric machine is preferably operated in speed ranges that are identical or (via the connection ratio) adapted to the speeds that can provide the engine.
  • the present method initially makes it possible to design a source gear stage in the part of the transmission associated with the electrical machine, in order then, if necessary, to insert a target gear stage quickly.
  • the second partial transmission for laying the spring gear stage is not made free of load, that the torque of the electric machine is lowered, but in that the sub-transmission associated friction clutch is at least partially closed.
  • the gear stage engaged in the other partial transmission is preferably a higher gear stage than the swell gear stage, and more preferably also a gear stage higher than a target gear stage.
  • the gear stage engaged in the other partial transmission is preferably larger than the output gear stage, in particular also larger than the target gear stage.
  • the method according to the invention therefore preferably includes the steps of inserting a target gear stage in the one partial transmission after laying out the output gear stage, wherein during the gear change in the one partial transmission drive power is transmitted from the internal combustion engine via the other partial transmission.
  • the drive power transmitted by the internal combustion engine via the other partial transmission is greater than 20% of the maximum power of the internal combustion engine, in particular greater than 40% of the maximum power.
  • the measure starting from a hybrid operation to design a source gear stage in the one sub-transmission, in the manner according to the invention, can also be used to cause a load point shift for the internal combustion engine without a target gear stage being engaged in the one sub-transmission.
  • the friction clutch is controlled by means of suitable actuators so that it provides a certain moment, for which purpose the friction clutch is usually slipping operated.
  • a closing of the friction clutch can thus mean in the present case both that the friction clutch is closed to the maximum transmittable torque (quasi non-positively) or so controlled that it can transmit a certain moment, which is smaller than this maximum torque, so usually slipping is operated.
  • the output provided by the electric machine drive torque is changed after laying out the source gear stage until the speed is adjusted at the input of a partial transmission to the speed at the input of the other sub-transmission.
  • the measure leads to an approximation of the speeds at a target gear, so that subsequently a target gear is easier to insert.
  • the drive torque provided by the electric machine is preferably reduced.
  • the drive torque provided by the electric machine is preferably increased until the speed adjustment has taken place.
  • the friction clutch associated with the one subtransmission remains closed until the rotational speed at the input of one subtransmission is matched to the rotational speed at the input of the other subtransmission.
  • This measure also contributes, as an alternative or in addition, to enabling a speed approach to a target gear step. In both cases, a drive torque can be provided up to the speed adjustment by the electric machine.
  • This step makes it possible to keep the one partial transmission at a target speed, so that the insertion of the target gear with high comfort is possible.
  • the rotational speed of the electric machine is reduced to one of the synchronous speed for the target gear speed corresponding and then the target gear is engaged in the one partial transmission.
  • the one partial transmission is made load-free in the area of the target gear, it is possible to change the speed of the electric machine so that the speeds of the input member and output member of the target gear stage associated clutch match, so that the target gear can be easily inserted.
  • the drive torque provided by the electric machine is increased to a target torque.
  • the desired torque requested by the driver can be provided, which is composed of the drive torque of the internal combustion engine and the target torque of the electric machine.
  • the drive torque provided by the electric machine is increased after the laying out of the output gear stage to the rotational speed to increase at the input of a partial transmission and provide a support torque.
  • a gear stage engaged in the other partial transmission is greater than a source gear stage and a target gear stage in the one partial transmission
  • the engagement gear can be engaged without the torque provided by the one friction clutch and the torque provided by the electric machine to reduce.
  • the target gear ratio for example, a synchronous packet of the target gear ratio
  • this method is essentially based on the fact that when loading the target gear at the target gear a load freedom or essentially a load freedom exist, so that a speed synchronization at the target gear via the synchronous unit (ie, for example, a synchronous friction clutch classic design) can be done.
  • This method has the advantage that, during the entire gear change, torque can be transmitted from the electric machine via the friction clutch, via the friction clutch assigned to the other partial transmission, and via the other partial transmission, and can thus be directed to the output.
  • the drive torque provided by the electrical machine is changed after laying out the source gear stage, until the rotational speed at the input of a partial transmission to a target speed for a target gear in the one partial gear is approximated.
  • the drive torque provided by the electric machine can be set to a value below the torque transmitted by the one friction clutch.
  • the drive torque provided by the electric machine is preferably set to a value above the torque which can be transmitted by the one friction clutch.
  • drive torque can be transmitted by the electric machine via the friction clutch and via the friction clutch assigned to the other partial transmission, so that only a smaller reduction of the tractive force is noticeable to the driver, ideally even no reduction is noticeable.
  • the drive torque provided by the electric machine is set to a value which corresponds to the torque that can be transmitted via the friction clutch assigned to one partial transmission to the speed at the input of a partial transmission in the region of To maintain target speed and / or to set the target gear substantially free of load, so that subsequently the target gear is engaged.
  • the torque of the electric machine is consequently used to substantially maintain the speed at the target gear and to make a clutch of the target gear substantially free of load, so that the target gear by means of the associated synchronous clutch can be inserted.
  • the drive torque of the electric machine and the transmittable by the one friction clutch torque are not reduced to zero but essentially set to a value that preferably corresponds to the value to which a friction clutch was set when laying the swell gear stage.
  • the one friction clutch can be opened again, so that the torque balance shifts from the one friction clutch in the direction of the clutch of the target gear and the drive torque of the electric machine can be passed through the one partial transmission in the direction of the output again.
  • the target torque may be higher or lower than the drive torque that has been provided by the electric machine before laying out the source gear stage.
  • a target gear stage is placed in the one sub-transmission after laying out the source gear stage, wherein after inserting the target gear in the one sub-transmission, the friction gear associated with this sub-transmission is opened.
  • a hybrid operation is then established again after the gear change in the one partial transmission, in which drive power is transmitted from the internal combustion engine via the other partial transmission, and drive power from the electric machine via the one partial transmission.
  • the electric machine and / or the one part of the transmission associated friction clutch is controlled after laying out the source gear stage to cause a desired load point shift for the internal combustion engine.
  • any translations are to be calculated, for example, by the connection of the electric machine to the input of the sub-transmission, by translations in the sub-transmission itself and / or by translations in a "Final Drive” or in a differential in the drive train are set up.
  • the various moments mentioned herein can be related to different reference quantities.
  • a wheel torque may be related to a wheel plane and an engine torque to a crankshaft.
  • Fig. 1 is a drive train for a motor vehicle 11 generally designated 10.
  • the motor vehicle 11 may be, for example, a passenger car.
  • the powertrain 10 includes an internal combustion engine 12 (VM) that is powered from an energy storage such as a fuel tank 13. Furthermore, the drive train 10 includes a dual-clutch transmission (DCT) whose output side is connected to a differential 16. The differential 16 distributes drive power to left and right driven wheels 18L, 18R.
  • VM internal combustion engine
  • DCT dual-clutch transmission
  • the dual clutch transmission 14 includes a dual clutch assembly having a first friction clutch 30 and a second friction clutch 20 (RK1 and RK2, respectively). Furthermore, the dual-clutch transmission has a first partial transmission 32 (TG1) and a second partial transmission 22 (TG2).
  • the first partial transmission 32 includes, for example, the odd forward gears 1, 3, 5 (possibly 7), which are by means of schematically indicated clutches 34 and interpretable.
  • the first friction clutch 30 and the first partial transmission 32 form a first power transmission path 36 for transmitting power from the engine 12 to the differential 16.
  • the dual-clutch transmission 14 further includes a second partial transmission 22, which, for example, the straight gear ratios 2, 4, 6 (possibly 8) and possibly the reverse gear R has, these gear stages by means of associated clutches 24 and are interpretable.
  • the second friction clutch 20 and the second partial transmission 22 form a second power transmission path 26 for transmitting drive power from the engine 12 to the differential 16.
  • the powertrain 10 includes an electric machine 40 (EM) connected to a drive and power supply assembly 42.
  • the assembly 42 may include, for example, power electronics and a battery.
  • the electric machine 40 is fixedly connected to an input of the second sub-transmission 22, for example by means of a spur gear set (for example, a gear set of the second sub-transmission 22) or the like.
  • the electric machine 40 can be connected by means of a coupling arrangement 44 (for example in the form of a clutch) to the input of the second partial transmission 22.
  • connection of the electric machine 40 to that sub-transmission which has the highest or second highest gear stage and the reverse gear, allows an electric driving in almost all operating situations.
  • the powertrain 10 is configured to operate in three different modes.
  • a conventional drive mode drive power is only generated by the engine 12.
  • Gear changes take place in a traction-free manner by driving power over one of the power transmission paths 26, 36 is performed, wherein in the partial transmission of the other power transmission path, a gear stage is selected. Subsequently, a gear change takes place by transferring the power transmission flow from one path to the other path by the friction clutches 20, 30 are operated in an overlapping manner.
  • This drive mode is well known in the art of dual clutch transmissions.
  • a second hybrid drive mode can be set up, in which drive power is provided by both the drive motor 12 and the electric machine 40.
  • the drive powers can essentially be added via the summation point at the input of the second partial transmission 22 or at the outputs of the partial transmissions 22, 32.
  • a third drive mode is possible in which only the electric machine 40 is driven to generate drive power, whereas the drive motor 12 is shut down (turned off). Since the electric machine 40 is connected to the secondary side of the second friction clutch 20, in this operating mode, the conventional shifting operations of a dual-clutch transmission can not be applied.
  • a method for operating such a hybridized dual-clutch transmission powertrain 10 is shown, wherein in a hybrid mode (second drive mode) first a source gear stage in the second sub-transmission 22 is designed and then either in the same sub-transmission a target gear is engaged or a load point shift for the Internal combustion engine takes place.
  • a hybrid mode second drive mode
  • Fig. 3 the time course of the state of a clutch assembly in the second partial transmission 22, in which initially a gear 2 is applied in the second partial transmission, then a neutral position in the second partial transmission is set up (N2 ⁇ 4), and finally a gear 4 of the second sub-transmission 22 is inserted.
  • the method is based on a state in which the motor vehicle drives in hybrid mode.
  • drive power is transmitted from the internal combustion engine 12 via the closed first friction clutch 30 and the first partial transmission 32, wherein in the first partial transmission 32, the gear stage 3 is inserted.
  • drive power is transmitted by means of the electric machine 40 via the second partial transmission 22, in which the gear stage 2 is inserted.
  • the second friction clutch 20 is opened here.
  • the speed n TG2 at the start of the process is greater than n TG1 .
  • the speed n TG2 during the process is identical or nearly identical to the speed n EM of the electric machine (with any possible translation of the connection between the engine 40 and the second partial transmission 22 excluded).
  • the desired torque T D of the driver is so great that the electric machine T EM at the beginning of the process provides a torque greater than zero.
  • the torque T VM of the internal combustion engine remains constant, and the torque T RK1 is set to a value at least equal to T VM , so that the first friction clutch 30 is positively locked.
  • the torque T W available at the drive axle, although falling in phase S1 is not as strong as in the prior art.
  • the reason for this is that a part of the torque T EM provided by the electric machine can be provided via the second friction clutch 20 and via the first friction clutch 30 at the input of the first partial transmission 32, thus providing the torque provided by the internal combustion engine Torque T VM still something to increase.
  • step S3 then the insertion of the target gear is prepared.
  • the torque T EM is gradually reduced until the rotational speed n TG2 is close to the rotational speed n TG1 . This is achieved at the end of phase S3.
  • the second friction clutch 20 remains in this phase S3 in a state in which the torque previously provided by the electric machine is at least partially transferable, so that as before a traction support can take place.
  • step S4a the second friction clutch 20 is opened (step S4a), the torque T RK2 being reduced again, preferably to the initial value before S0.
  • step S4b the torque provided by the electric machine is reduced in parallel or at least partially simultaneously with it, until the torque T EM provided by the electric machine 40 is substantially equal to 0 (at the end of phase S4, according to step S4b).
  • step S5 the speed n EM of the electric machine is then changed so that is synchronized to the speed of the target gear, namely the gear ratio G4. This synchronization process is achieved at the end of step S5, so that in step S6, the target gear G4 in the second sub-transmission 22 can be inserted.
  • step S7 the torque T EM provided by the electric machine 40 is then increased again, namely to a target torque, such that the torque T W provided at the wheels of the motor vehicle again corresponds to the driver's desired torque T D (at the end from S7).
  • the torque T RK1 of the first friction clutch 30 can be slightly increased, preferably analogously or temporally parallel to the increase of the torque T RK2 of the second friction clutch 20, so that during the phase S3, the torque T EM of electric machine is transmitted in addition to the moment T VM of the internal combustion engine in the direction of the output.
  • Fig. 4 is one of the Fig. 3 corresponding timing diagram is shown, which in terms of the process generally the method of Fig. 3 equivalent. In the present case, however, the method assumes that a higher gear stage than the target gear stage G4 is engaged in the first sub-gear 32, that is to say, for example, the gear stage G5 or the gear stage G7.
  • the torque T EM of the electric machine to the target speed n TG2 via the friction clutch 20 are passed to the output. This prolongs the amount of time during which the moment T EM is available for propulsion.
  • the steps or phases S3 to S5 can be combined in one step and thus also optimized in terms of time. Only at a target speed of n TG2 at the end of this combined phase are the torque T EM of the electric machine and the torque T RK2 reduced to zero in order to engage the target gear.
  • the above diagrams relate to train-upshifts in which the output gear stage (eg G2) in one partial transmission 22 is smaller than the gear ratio (here G3 or G5 or G7, for example) inserted in the other partial transmission 32, so that on Beginning of the procedure n TG2 is greater than n TG1 .
  • Fig. 5 is a den Fig. 2 and 3 shown corresponding timing diagram in which the inventive method is applied to a train-back circuit (eg 6-4 or 4-2). It also applies here that the train is kept as long as possible. This is generally possible if a speed n TG2 of a partial transmission at the beginning of the process is above the speed n TG1 of the other partial transmission 32.
  • train downshifts from 6 to 4 or from 6 to 7 the gear stage 7 is consequently to be engaged in the other partial transmission.
  • the gear stage 5 or the gear 7 may be inserted in the other sub-transmission 32.
  • the speed n TG1 of the other sub-transmission 32 is generally also smaller than the target speed n EM of the electric machine. This results in the possibility of maintaining the traction of the electric machine even longer.
  • the method according to Fig. 5 assumes a state in which in the one partial transmission, the gear 4 is engaged and a train-downshift must be performed in the gear G2.
  • the gear G5 or G7 is engaged.
  • the torque T RK2 of a partial transmission is increased until the torque T EM provided by the electric machine is reached (at step S2).
  • this may be accompanied by a parallel or analog increase in the torque T RK1 of the other sub- transmission in order to adapt the torque T Rk1 to the torque provided by the internal combustion engine and the electric machine.
  • step S2 the source gear stage G4 can be designed and the neutral position N2-4 can be inserted in the one partial transmission TG2 due to the load freedom.
  • the torque T RK2 of a partial transmission TG2 is gradually reduced.
  • the torque T EM of the electric machine is increased in the phase S3 (preferably larger in magnitude than the torque T RK2 ) until the rotational speed n TG2 is close to the target rotational speed.
  • the torque T EM can be reduced again to 0, which is reached at the beginning of the phase S6.
  • the moment T RK2 is preferably reduced to zero.
  • phase S6 the speed n EM of the electric machine, if necessary, be synchronized to the target speed of the target gear G2, so that in step S6, the target gear G2 can be inserted.
  • the torque T EM of the electric machine can be increased again to correspond to the driver's request T D.
  • the speed n TG1 is generally also smaller than the target speed n EM of the electric machine.
  • Fig. 6 a flowchart of a further embodiment of a method according to the invention is shown, which in terms of the procedure in general the method of Fig. 2 equivalent. The same or corresponding steps are therefore identified by corresponding reference numerals.
  • Fig. 6 The procedure of Fig. 6 is also performed with a powertrain, as in Fig. 1 is shown. Unlike the methods described above Fig. 3 to 5 In this case, the torque of the electric machine and / or the torque of the second friction clutch is not reduced to zero before engaging the target gear ratio in a gear change.
  • Fig. 7 shows the method of Fig. 6 in the case of a train-high circuit.
  • Fig. 8 shows the method of Fig. 6 in a train-return circuit.
  • a gear stage engaged in the other sub-transmission (first sub-transmission 32) is higher than both a forward gear stage and a target gear stage in the one (second) Partial gear 22 during the gear change.
  • the gear G5 or G7 be inserted in a train-back gear shift of gear G4 in gear G2, as in Fig. 8 is shown.
  • FIGS. 7 and 8 are identical to the methods described above with regard to the steps up to and including the layout of the source gear stage.
  • the torque transmittable by the second friction clutch 20 is initially increased in a step S1 to a torque which corresponds to the drive torque T EM provided by the electric machine.
  • the source step (G2 in Fig. 7 , G4 in Fig. 8 ) designed.
  • step S3 ' the drive torque TEM provided by the electric machine is subsequently changed until the speed n TG2 at the input of the second partial transmission 22 is close to a speed which is suitable for engaging the target gear (G4 in FIG Fig. 7 , G2 in Fig. 8 ) suitable is.
  • the drive torque TE M is reduced slightly.
  • the drive torque T EM is increased.
  • the drive torque T EM is adapted to the torque transmittable by the second friction clutch 20, whereby the rotational speed at the target gear stage (G4 or G2) is substantially maintained and wherein the drive torque T EM provided by the electric machine Substantially completely transmitted via the second friction clutch 20, so that a synchronous clutch of the target gear is provided substantially free of load.
  • the target gear G4 or G2 can be engaged.
  • the second friction clutch 20 can be opened and the drive torque T EM of the electric machine can be adapted to a target torque.
  • the electric machine 40 and / or the second friction clutch is controlled so that a load point shift for the internal combustion engine 12 takes place.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)

Claims (12)

  1. Procédé destiné au fonctionnement d'une chaîne cinématique hybridée (10) de boîte de vitesses à double embrayage qui présente un moteur (12) à combustion interne, un ensemble d'embrayage double présentant un premier et un deuxième embrayage (30, 20) à friction, une première transmission partielle (32) qui contient plusieurs rapports de transmission, une deuxième transmission partielle (22) qui contient plusieurs rapports de transmission, ainsi qu'une machine électrique (40) qui est raccordée ou peut être raccordée à l'une des transmissions partielles, et dans lequel, en fonctionnement hybride dans lequel
    - l'énergie d'entraînement est transférée depuis la machine électrique (40) par l'intermédiaire de la transmission partielle (22),
    - l'énergie d'entraînement est transférée depuis le moteur (12) à combustion interne par l'intermédiaire de l'autre transmission partielle (32), l'embrayage (32) à friction associé à l'autre transmission partielle (32) étant fermé et
    - l'embrayage à friction (20) associé à la transmission partielle (22) est ouvert,
    une transmission partielle (22) est sortie d'un rapport de transmission source (G2; G4) par les étapes suivantes :
    - fermeture (S1) de l'embrayage à friction (20) associé à la transmission partielle (22) de telle sorte que cet embrayage à friction (20) puisse transmettre un couple de rotation (TRK2) qui correspond au couple d'entraînement (TEM) délivré par la machine électrique (40), et ensuite
    - engagement (S2) du rapport de transmission source (G2; G4) dans la transmission partielle (22).
  2. Procédé selon la revendication 1, dans lequel après la sortie (S2) hors du rapport de transmission source (G2; G4), le couple d'entraînement (TEM) délivré par la machine électrique (40) est modifié (S3) jusqu'à ce que la vitesse de rotation (nTG2) à l'entrée de la transmission partielle (22) soit adaptée à la vitesse de rotation (nTG1) à l'entrée de l'autre transmission partielle (32).
  3. Procédé selon les revendications 1 ou 2, dans lequel après la sortie (S2) hors du rapport de transmission source (G2; G4), l'embrayage à friction (20) associé à la transmission partielle (22) est de nouveau fermé ou reste fermé jusqu'à ce que la vitesse de rotation (nTG2) à l'entrée de la transmission partielle (22) soit adaptée à la vitesse de rotation (nTG1) à l'entrée de l'autre transmission partielle (32).
  4. Procédé selon les revendications 2 ou 3, dans lequel à la fin ou après l'adaptation de la vitesse de rotation, l'embrayage à friction (20) associé à la transmission partielle (22) est ouvert (S4a) et le couple d'entraînement (TEM) délivré par la machine électrique (40) est réduit (S4b) de telle sorte qu'il soit possible d'engager un rapport de transmission cible (G4; G2) dans la transmission partielle (22).
  5. Procédé selon la revendication 4, dans lequel pendant ou après la réduction (S4b) du couple d'entraînement (TEM) délivré par la machine électrique (40), la vitesse de rotation de la machine électrique (40) est réduite (S5) à une vitesse de rotation qui correspond à la vitesse de rotation de synchronisation du rapport de transmission cible et ensuite le rapport de transmission cible (G4; G2) est engagé (S6) dans la transmission partielle (22).
  6. Procédé selon les revendications 1 ou 2, dans lequel après la sortie (S2) hors du rapport de transmission source (2), le couple d'entraînement délivré par la machine électrique (40) est augmenté (S3) pour augmenter la vitesse de rotation (nTG2) à l'entrée de la transmission partielle (22) et délivrer un couple de soutien.
  7. Procédé selon la revendication 1, dans lequel après la sortie (S2) hors du rapport de transmission source (G2; G4), le couple d'entraînement (TEM) délivré par la machine électrique (40) est modifié (S3') jusqu'à ce que la vitesse de rotation (nTG2) à l'entrée de la transmission partielle (22) s'approche d'une vitesse de rotation cible pour un rapport de transmission cible (G4; G2) dans la transmission partielle (22).
  8. Procédé selon la revendication 7, dans lequel après l'étape d'approche de la vitesse de rotation, le couple d'entraînement (TEM) délivré par la machine électrique (40) est établi (S5') à une valeur qui correspond au couple de rotation (TRK2) qui peut être transmis par l'intermédiaire de l'embrayage à friction (20) associé à la transmission partielle (22) pour maintenir la vitesse de rotation (nTG2) à l'entrée de la transmission partielle (22) au niveau de la vitesse de rotation cible et pouvoir engager le rapport de transmission cible (G4; G2).
  9. Procédé selon l'une des revendications 1 à 8, dans lequel après la sortie hors du rapport de transmission source (G2; G4), un rapport de transmission cible (G4; G2) est engagé dans la transmission partielle (22) et dans lequel après l'engagement (S6) du rapport de transmission cible (G4; G2) dans la transmission partielle (22), le couple d'entraînement (TEM) délivré par la machine électrique (40) est établi à un couple cible.
  10. Procédé selon l'une des revendications 1 à 9, dans lequel après la sortie hors du rapport de transmission source (G2; G4), un rapport de transmission cible (G4; G2) est engagé dans la transmission partielle (22) et dans lequel après l'engagement (S6) du rapport de transmission cible (G4; G2) dans la transmission partielle (22), l'embrayage à friction (22) associé à la transmission partielle (22) est ouvert.
  11. Procédé selon l'une des revendications 1 à 10, dans lequel après la sortie hors du rapport de transmission source (G2; G4), un rapport de transmission cible (G4; G2) est engagé dans la transmission partielle (22) et dans lequel pendant le changement de rapport de transmission dans la transmission partielle (22), l'énergie d'entraînement est transférée du moteur (12) à combustion interne par l'intermédiaire de l'autre transmission partielle (32).
  12. Procédé selon la revendication 1, dans lequel après la sortie hors du rapport de transmission source (3), la machine électrique (40) et/ou l'embrayage à friction (20) associé à la transmission partielle (22) sont commandés de manière à provoquer un déplacement souhaité du point de charge du moteur (12) à combustion interne.
EP14151271.5A 2013-02-12 2014-01-15 Procédé destiné au fonctionnement d'une chaîne cinématique hybridée de boîte de vitesses à double embrayage Active EP2765338B1 (fr)

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DE102013002330.0A DE102013002330A1 (de) 2013-02-12 2013-02-12 Verfahren zum Betreiben eines hybridisierten Doppelkupplungsgetriebe-Antriebsstanges

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EP2765338A2 EP2765338A2 (fr) 2014-08-13
EP2765338A3 EP2765338A3 (fr) 2016-11-30
EP2765338B1 true EP2765338B1 (fr) 2019-03-06

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EP3771582A1 (fr) 2019-07-31 2021-02-03 Magna PT B.V. & Co. KG Procédé de fonctionnement d'une boîte de vitesses hybridisée à double embrayage
DE102019211387A1 (de) * 2019-07-31 2021-02-04 Magna Pt B.V. & Co. Kg Verfahren zum Betreiben eines hybridisierten Doppelkupplungsgetriebes
WO2021151583A1 (fr) 2020-01-30 2021-08-05 Magna Pt B.V. & Co. Kg Procédé de fonctionnement d'une chaîne cinématique de transmission à double embrayage hybride
DE102020201103A1 (de) 2020-01-30 2021-08-05 Magna Pt B.V. & Co. Kg Verfahren zum Betreiben eines hybridisierten Doppelkupplungsgetriebe-Antriebsstranges
DE102024203364A1 (de) * 2024-04-11 2025-10-16 Magna Pt B.V. & Co. Kg Verfahren zum sanften Radsatzanlegen bei Doppelkupplungsgetrieben

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DE102013002330A1 (de) 2014-08-14
EP2765338A2 (fr) 2014-08-13
CN103978976A (zh) 2014-08-13
EP2765338A3 (fr) 2016-11-30

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